Steering apparatus fob ships



fig., f

` N. @has PHoTv-LITHOGRAPHER, WASHINGTON D c UNTTED STATES PATENT QFFTCE.

DAVID 1V. SMITH, OF BOSTON, MASSACHUSETTS.

STEERING APPARATUS FOR SHIPS.

Specification of Letters Patent No. 16,165, dated December 2, 1856.

To all who/m "Lt may concern:

Be it known that I, DAVID 1V. SMITH, of Boston, in the county of Suffolk and State of Massachusetts, have invented an Improved Steering Apparatus for Ships or other Navigable Vessels; and I do hereby declare that the same is fully described and represented in the following specification and the accompanying drawings,of which Figure 1, is a top view of the said steering apparatus. F ig. 2, is a side elevation of it. Fig. 3, a vertical and longitudinal section of it.

My invention is an improvement on the steering mechanism for which Letters Patent were granted on the fth day of December A. 1).'1854 to Joseph D. Crowell, of Boston aforesaid.

In the drawings above referred to, the rudder head is shown at A, as projecting above the deck B, of a vessel, and made capable of being turned or worked horizontally in the usual way. The tiller, C, is extended aftward from the rudder head, and carries at its rear end, a bearing standard, D, which extends upward from the tiller, and serves to support the rear end of journal of the steering wheel shaft E. The other or, foremost box or bearing F, of the said shaft is placed, and fixed on the rudder head. This shaft not only carries a steering wheel Gr, but a pinion gear, H, the same being keyed to the shaft and arranged thereon at opposite ends of it as shown in the drawings. Below the pinion H, and so as to engage with such and revolve on the tiller, is another and like gear wheel, or pinion, L, this latter pinion being made to work into a curved rack, I, which by means of standards K, K, is elevated above the deck and with respect to the rudder head as seen in the drawings. Directly over this rack T, is an inverted or guard rack, M, which is supported on and by posts N, N, extended from the standards K, K, respectively the said rack, M, being made to engage with the pinion H, and thus, while the two gears work into one another, each operates in one of the racks. When the steering wheel is worked, a movement of the rudder head either to the starboard or larboard will be effected.

The nature of my improvement consists in applying to the combination of parts, contituting the steering apparatus of the said Crowell, the guard rack M, and the second pinion L, arranged relatively to the main rack, I, and pinion, H, as specified.

Tn my steering apparatus, the main pinion or that on the wheel shaft does notengage directly with the main rack but plays into the guard rack and also into the other pinion which engages with the main rack.

The advantages of this additional mechanism and new arrangement, of parts, are as follows, First. By the same, the helmsman isenabled to obtain a better control of the rudder during severe weather than he can where but one pinion and rack are used. In other words the sudden action of a high wave or sea against the rudder is better controlled by the two racks and pinion than by one rack and pinion, and thus the person at the wheel is able to maintain his hold, of or control of the wheel to better advantage than when but one gear and rack are used. Second. The strain of the rudder when the wheel is held stationary is borne by two racks and consequently each bears only one half what a single rack would as used in Crowells steering machinery. Third. The guard rack completely prevents the tiller gear from rising or being thrown upward out of its rack when the rudder is struck by a heavy sea. Such an accident is very liable to take place with Crowells steering apparatus, and in case it does occur, the control of the rudder will be lost, and it is likely to be thro n or turned around suddenly, in which case most disastrous consequences may follow. The vessel may be wreckedor the man or men at the wheel severely injured or killed. Fourth. In case of the breakage of either the main, or guard rack, the mechanism will still be serviceable, and can be used as a steering apparatus, whereas, when but single rack is used, and one or more of its teeth become broken off, as a general thing, the steering apparatus would be rendered unserviceable. The breaking of a tooth is an accident to which the lsingle rack is very liable. lith my improvement the danger of breakage of a tooth is materially lessened as the strain of the rudder is divided between two racks. Consequently each bears only one half of it. Fifth. Tn case of breakage, of a tooth from either of the racks, the other or guard rack, (as it may be termed) will so control the movements of the pinions when they may be passing the place of rupture, as to cause the pinion of the injured rack to correctly enter and Work between the remaining teeth of said rack. Sixth. In case of breakage of a tooth of either of the pinions, such pinion will still perform its office as its movements will be so controlled by the other pinion, or by one of the racks, as to prevent such accident from rendering the apparatus unserviceable.

From the above, it will be seen, that my improvement is one of great value and importance, particularly when safety to a ship and its freight and crew, or passengers is concerned. The addition of the second gear and guard rack not onlyy renders the apparatus less liable to derangement, but in most cases, perfectly serviceable, when a tooth of its rack or gear may be broken therefrom, or even when one of the racks may be entirely broken so as to be incapable of being used.

I am aware that two bevel racks have been applied to a rudder head and on opposite sides of its axis and so that the teeth of one projected downward while those of the other pointed upward and that there was aiiiXed on the hand wheel shaft two bevel pinions to work in said racks respectively. Consequently7 I do not claim such a combination or arrangement of racks and pinions. In my arrangement both gears H, and L, work into one another, as well as into their respective racks, and my mechanism is an improvement on a particular kind of mechanism in which a tiller eX- tended from the rudder is used. The pinions of my steering apparatus are fixed on' separate shafts, and not on one and the same shat. There are advantages in my arrangement, as by means of it the rudder head is not encumbered with a large frame of circular racks, by which the hand wheel of necessity has to be placed at a considerable distance from the rudder head thus taking up much room on deck. Besides, my gearing and racks are placed back near the stern guard and out of the way.

I claim- The arrangement of the guard rack and the pinion on the tiller with the main rack and the pinion of the hand wheel shaft, the whole being substantially in manner and for the purpose as specified. l

In testimony whereof I have hereunto set my signature, this lirst day of October A. I). 1856.

D. W. SMITH. Witnesses:

R. H. EDDY,

F. P. HALE, Jr. 

